Gas-engine.



BEST AVAiLABLE CC PATENTED MAY 9, 1905.

P! E. YOUNGS. GAS ENGINE.

APPLICATION nun MAB.1,1893. Bmmwnn JULY 13, 1904.

'ISHEETS-SHEBT l.

INVENTOR v WITNESSES $44 .QMLL

BEST AVAELABLE COP vN0. 789,246. PATENTED MAY 9, 1905.

F. E. YOUNGS.

GAS ENGINE.

APPLICATION FILED mn.1,1e9a. RENEWED JULY 13, 1904.

7'sHEETssHEET 2.

WITNESSE INVENT R AVAPLABLE mar No. 789,246. v PATBNTED MAY 9,1905.

15'. E. YOUNGS.

GAS ENGINE. APPLIOATION IILBD MAR. 1,1893. RENEWED JULY 13. 1904.

7 SHEETS-811E111 3- WITNESSES INVENTOR AVAELABLE CC 110,789,246. IPATENTED MAYQ, 1905.

P.B;YOUNGS.

GAS ENGINE.

APPLICATION FILED MAB. 1,1893. RENEWED JULY 13, 1904.

7 SHEETS-SHEET 4.

WITNESSES INVENTOR BEST AVAYLABLE C-"I No. 789,246.

- PATENTED MAY 9, 1905.

P.E.YOUNGS. GAS ENGINE.

APPLICATION FILED MAB. 1,1893. RENEWED JULY 13, 1904.

7 SHEETS-SHEET 5.

INVENTOR WITNESSES Siam AVMLABLE 00 PATENTED MAY 9, 1905. P. B. YOUNGS.

GAS ENGINE.

APPLICATION FILED mn.1,1ees. RENEWED JULY 13. 1904.

7 SHEETS-SHEET 7' INVENTOR WIT" ESSES UNITED STATES BEST AVAILABLE COPPatented May 9, 1905.

PATENT OFFIcn.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 789,246, dated. May 9,1905. Application filed .Iarch 1, 1893. Renewed July 13, 1904. SerialNo. 216,356.

T all], whom it 11:03 concern:

Figurel is a front elevation of my improved gas-engine. Fig. 2 1s a sideelevation thereof. Fig. 2' is a detail of part of the ignitingmechanism. Fig. 3 is a vertical section on the line III III of Fig. 2.Fig. 4 is asectional view of the cylinders with the parts in the sameposition as in Fig. 3, but shown on a larger scale. Fig. 5 isahorizontal section on the line V V'of Fig. 4:. Fig. 6 is a verticalsection on the line VI VI of Fig. 3. show ing the valve andvalve-chamber; Fig. 7, a vertical section taken through the cylinder 2on the line VII VII of Fig. 3. Fig. 8 is a horizontal section on theline VIII VIII of Fig. 4, showing the exhaust-ports and the igniters.Fig. 9 is a'longitudinal sectional view of one of the igniters, showingit on a scale larger than that of-the other figures.

Like symbols of reference indicate like parts in each.

The object of my invention is to provide a gas-engine of improved powerand efiiciency capable of giving one explosive impulse per cylinder ateach revolution. This result. is in every way desirable, since ascompared with other engines in which more than one revolution intervenesbetween successive explosions in each cylinder there is a great loss ofpower and efficiency, and many of the gas-engines heretofore devised forthe purpose of saving that loss have had many inherent defects, which Iremedy. I eflect the desired result by providing the engine with atleast two power-cylinders, so constructed and arranged as to serve notonly as power-cylinders, but to act reciprocally as feeding-cylinders,each in turn receiving and compressing an explosive charge anddelivering it to the other. Designating these power-cylinders as Nos. 2and 3, the engine is capable of performing at each revolutionthefollowing cycle of operadraft into the outer end of explosive fluidfor cylinder 3 and next the final compression, at the inner end, of theexplosive fluid received from 3; second, explosion and outstroke in 2and instroke in 3, eflecting reciprocally the operation describedaboveviz. in 2 com pression of explosive charge previously receivedtherein and its eventual displacement into the inner end of 3 andefl'ectingin 3 the displacementof previously-exploded gas from the innerend through the exhaust and the indrar't into its outer end of theexplosive fluid for 2, and next the final compression, at the inner end,of thecharge of explosive fluid received from 2.

The foregoing is a limited statement of the cycle of theenginef'which'will serve to explain its principle. A broader statementthereof is contained in the claims, since modifications may be madetherein by utilizing parts of my invention, and thus pro trmto derivingits ad vantages. 7..

In the drawings, 2 3 represent the powercylinders of the engine. 9 10are the pistons, connected with the same crank-shaft 11 and set so thatthey shall act reciprocally and alternately with reference to eachother. Each cylinder is provided with an exhaust-port 4: 4:,

controlled by an exhaust-valve 5, the operating mechanism of which Ishall describe below. Each cylinder has also at its inner end aninlet-port 6 6' for the introduction of the explosive charge and at itslower end a port 7 7, communicating with a passage 8, through whichexplosive gas or a mixture of explosive gas and air is introducedfromasuitable source of supply.

12 12 are ports leading to a chamber containing the igniter, which maybe of any suitable construction, either an electrical igniter, atube-igniter, &c. The ports 12 12 and the ports 6 6' and 7 7' open intoa valve-chamber 13, containing a piston-valve 14:, which is common toboth cylinders end is reciproceted within the velve-chember by meens ofe rod 15 end com in. Seid velve hee e hollow stern.

- ehow'u. end et eech end thereof e heed with 5' I'll porte 17 17',edepted to register when v indilerent poeitione simultaneously with the"-"portafi i' or with the ports 76' end. to consome witheech other bywey oi the i= in the hollow .velve-etem. At the up gper: end ;.thevelve'hee eleo enrfece ports or 18.18.- edepted et diflerent positionstheftfelvqr'ee'pectively. toeonnect the inletport-B yith theigniter-port.12 end the inletpart6 withthe ig'nlter-port 12'. At the outer end of}thevelve is e port 19, which extends 9' through the velve-heed to 8.This port is edeptedjtq rezi'ster'with the P011677, respectively ietjidiflerent positions f the velv'es strokeend toeonnecttheaemewith eeidchum {show the engine with the .perte the poeition-which they occupywhen hee'feompleted ite'outetroke end the pistonloheeeo'mpleteditsinetroke. Attheee 'tions -the velt e hes moved e'inlw m 6' of thecylinder 8-with its 2' end .-the explosive charge in throughieeid mrts."'is exploded end immed etelypropels the' ipis ton '10 outward. the pur-Ojeitdulteheoheiwinoving inward. Yery ehortlyjefter the ei:ploeion 1 thevelve 14 moves downvgerdlysoeetoednnectthe port 7 of the li'- er-fiwithjthe port'lflend peasage 19' of I liliwlb mmunioetion with the ex8:I;but theport '11 is then not 1-lllql b er8-= %1.No mh pi pr d in itsinetmlte the suction 'genereted by its inwerd motion will drew: into theouter end'of the cyl- Inder 9 e quantity of explosive gas from the 45:upply 8; end ettheinnpr end of the cylinder 2 the exhenst-velve 5h'eving been opened) the j i'..-r:'.:oltc'0f the piston I: xpelsthepreviouslyr1. o h -i charge.- Simultaneously with the indreitof thtcxpioeivec -nrge into theouterend 5- of the cylinder% the outstroke of thepiston 10 compresses within the outer end of itscylinder the cherge ofex losive mixture. (which had previously been d rewn into its outer endfrom the Pupply, 8.) The care which actuates the 55 ;mei n valve 14 isso timed th'et when the piston hes eufliciently to raise the pressure ofe ex loeive mixture et the outer end of i the cyli er 3 tothe desireddegree (say about sixty pounds) the velve shifts and brings theports7'17' end the orts f and 17, respectivcly, into register. whereuponthe com pressed explosive mixture isdieplaced through the poru 7"]7',holiowjvelvc-stenl. end porta l7 6 into the inner end of the cylinder 9.

. where it in further compressed by the comthe estoeonnsct theeoentoeon'v thecylinder8.commnniceting withthe igniter oi iseidcylinderonthe outer side'- nnicetion'with the port 7' of the 100.9 BESTAVASLABLE CU? pletion of the'inetrolte of the pieton 9 lmmedietely efterthe beainning of.;the inflow of the cherge into the cylinder Qtheexheuet' velve-ol thet cylinder is closed 5 piston 9 ha reeched thelimitofiits inetroke 10 end the piston 10 the limit of ite'ouuttrolw.the velve 14 it eiiilted by ite-cem mecheniemeoeetohrih 'the 18intoeommunicetion with ig'niterrt 12, thereby ceusi endexp ionotthecherze in the ouuttrolte of. he teneoue instroke ofpiston 9 itcompresses et thereinto on been closed by theshiftinz of; the ports 6end 'Z' were connected t ro n- 'i point et which themixtureie} pressedthe veins is shiftedg by porte fore expleined end to eeuee v i v.imwgflm inner end of the cylinder'ag up the port 19 into 7'. endthereupon .theploe'ive cherge nto & inder' 3 through the while from theinner "end 'o previonslyexploded i pox-a s-z by wey of municetion withexplosion teltee tion ehove explsmed ere repeeted. ",Thenso nd' eroundor neerly erou is brought opposite thereto end the explosion occurs theimpetus of the expl'oion is exerted upon nearly all parts around theperiphery of the valve at the pine opposite the port of the cylinderwherein the explosion occurs.

The mechenism which I preferto ueein opcrating the exheuet-velvee isshown in Figst W inlet-portemdwiththe' .t e izniuomass cyl inder2.ilOOlt9{lDd-th simnl-- l0.-'-l During the tiretperiod ofthe ontetrokeotthepietou; v

I the outetgendgof. the cyl-j qinder the explosive cherge whichjwe'sdrs'wn the inmokotit 'r hui lvelyewheni.

the hollow velve-etemjin like -menner es-hr Jhiring the first art of theinatroke of the pistonlli) the 393% remeteqwiththeport,

the 1 mm the port 6";whe'renpon the piece end the cycles of operethe,

1 and 2. Each valve has a projecting stem 20 20 and a spring 21 21,which normally keeps the valve seated. A rock-lever 22 has its arms setopposite to the valve-stems and is oscillated by means of a cam 23 onthe engine-shaft, connected therewith by suitable rod-and-levermechanism 24, the cam being timed so as to rock the lever and to openand close the valves at the proper point in the cycleof the engine, asabove explained.

The cam for operating the engine-valve is arranged in a new and improvedmanner. Said cam 16 has a radial slot by which it is fitted on one ofthe cranks 25 of the engineshaft. The slot is made somewhat wider thanthe crank, so as to permit the cam to be adjusted laterally thereon, andthe cam is held in such adjustment by set-screws 26. The setting of thecam on the crank affords a very strong and compact construction.

The igniter mechanism which' I prefer to use in connection with theengine is shown clearly in Figs. 1, 8, and 9. I prefer to use it inconnection with the igniter-valve mechanism above described, whichbrings the igniter-port into communication with the cylinder at theproper instant before its closing. The igniter mechanism consists in anelectrical igniter the terminals of which are provided with mechanismfor making or breaking contact in order to cause the ignitingspark andwhich are also adapted to be moved when in contact with each other bymotion other than that of themakc and break of contact, so as byabrasion to keep the contactsurfaces clean and to prevent theaccumulation of a film of oxid, which by insulation impairs theefiiciency of the device by rendering its sparking uncertain. Theigniter mechanism also consists in certain other features ofconstruction, among which is an electrical igniter havingcontact-terminals, one of which is concave and the other of which isadapted to fit within it. This construction causes the terminals tocenter in their contact, to wear evenly when rotated, and to maintaintheir proper shape. This constitutes an item of great practicalimportance in the operation of the engine. In the drawings, 27represents the fixed igniter-terminal, and 28 is the other terminal,which is set in its case so as to be movable to and from the end of theterminal 27. It has a spring 29, which normally keeps its en in contactwith the end of the terminal 27, and the terminals projectinto theigniterchamber 30, as shown in Fig. 8. They are preferably set in amovable box or casting 31, which can be taken as a whole from and setinto a cavity in the frame of the engine, as shown in Fig. 6. 32represents the wires leading from the igniter terminals to the dynamo orother suitable source of electricity. Each cylinder of the gas-engine isprovided with its own igniting mechanism, and in each the terminal 28 isadapted to be SEST AVAILABLE COP moved back at stated times from contactwith the'otherby means of a rock-shaft 33, having projecting arms 34,each of which fits around and is adapted to move a stem of theignitertcrminal 28 of one of the igniting devices. The lever 34 is notconnected positively with the igniter-stem, but is forked and [itsloosely around the same in order to have some loose motion. Consequentlysaid lever will move freely to some extent Without moving theigniter-stem; but near the end of its stroke it engages a head 34: onsaid stem, striking it with a sudden blow, and thus breaking the contactsuddenly. This construction is desirable, because by it I am enabled toeffect the spark at the precise instant when it is desired. The shaft 33is rocked by a rod 35, extending from a crank on the rock-shaft to therock-lever 22 of the exhaust mechanism or other suitable moving part ofthe engine, controlled, by cam or otherwise, so as to effect theseparation of the terminals at the proper instant to produce explosion.Independently of this motion required to separate the terminal 28 fromthe other it has another motion, preferably a rotating motion on itslongitudinal axis, which may be conveniently effected by a small crank37, Fig. 9. The meeting ends of the terminals are preferablyrespectively concave and convex, and if occasionally while they are incontact the terminal 28 be rotated the friction of the meeting surfaceswill cause an abrasion, which will keep the surfaces clean and willrender the sparking action certain. The separation of the terminals neednot be accomplished bya longitudinal motion, since the same principle ofconstruction may be modified and applied to igniters having terminalsdifi'erently operated. Instead of rotating the terminal rod 28 by handit may be connected by suitable connecting devices to one of the movingparts of the engine, and thus rotated mechanically either continuouslyor intermittently. In order to exclude dirt, I prefer to cover the outerend of the igniter-stem by a removable cap 39, which fits over a chamber38, into which the stem projects.

The cylinders of the engine are provided with suitable water-jacketspaces, through which is maintained a circulation of water in order toprevent overheating of the parts. As I do not claim herein thearrangement of such water-spaces, I shall not particularly describe thesamc, although they are shown in the drawings. The engine may also beprovided with other usual appliances-such as governing mechanism of anysuitable type,

&c. which I need not particularly describe.

The advantages of my invention will be appreciated by those skilled inthe art.

\Vithin the scope of my invention as defined in the claims manymodifications in the form, construction, and relative arrangement of theparts may be made. Each claim defines an item of invention unlimited byqualifications expressed in other claims.

I ClftilYl- 1. A gas-engine having two power-cylinders, each of whichcommunicates at its outer end with an inlet for fluid to be used ineffecting explosion and with the inner (explosion) end of the othercylinder, each of said cylinders being adapted thereby to receive acharge of such fluid and to compress and deliver it to the othercylinder, a valve controlling the ports at the inner and outer ends ofthe cylinder and having a passage through it for passage of explosivemixture, said valve being so timed in its motion as to connect the outerend of one cylinder with the inner end of the other, after the explosivecharge has been compressed in the flrstnamed cylinder, and to open theport at the inner end of the one cylinder at substantially the same timewith the opening of the port at the outer end of the other cylinder;substantially as described.

2. A gas-engine having two power-cylinders, each of which communicatesat its outer end with an inlet for fluid to be used in effectingexplosion, and with the inner (explosion) end of the other cylinder,each of said cylinders being adapted thereby to receive a charge of suchfluid and to compress and deliver it to the other cylinder, and apiston-valve having a hollow stem aiiording connection between saidcylinders byway of said hollow stem, said valve being a single-valvemechanism with heads and ports at each end; substantially as described.

3. A gas-engine having two power-cylinders, 2 and 3, and a hollow valveaffording a connection between the inner and outer ends of saidcylinders respectively, and affording also a connection with anigniter-port, said valve being so timed in its motion relatively to themotion of said pistons that the following cycle shall be effected ateach revolution: first, explosion and outstroke of piston in 3, andinstroke in 2, effecting in the outer-end of 3 compression of explosivecharge previously received therein, and its subsequent displacement intothe inner end of 2, and effecting in 2 the displacement ofpreviouslyexploded gas through the exhaust and the indraft into theouter end of explosive fluid for cylinder 3, and next the finalcompression, at the inner end, of the explosive fluid received from 3;second, explosion and outstroke in 2, and instroke in 3, efiectingreciprocally the operations described above, viz: in 2 compression ofexplosive charge previously received therein, and its subsequentdisplacement into the inner end of 3,.and effecting in 3 thedisplacement of previously-exploded gas from the inner end through theexhaust, and the-indraft into its outer end of the explosive fluid for2, and next the final compression at the inner end of the-charge ofexplosive fluid received from 2,the charge being admitted into the innerend of the one cylinder at substantially the same time with itsdisplacement from the outer end of the other; substantially asdescribed.

.In testimony whereof I have hereunto set my hand.

FRED E. YOUNGS.

\IVitnesses:

W. B. CORWIN, H. M. CoRwIN.

